790 Duke test: KTM takes on the bestselling roadsters
KTM currently dominates the segment of "maxisportifs" maxiroadsters in France, thanks to its 1290 Super Duke R. In 2018, the Austrian brand is entering the court of medium-capacity roadsters with this brand new 790 Duke… So, success in sight? Test !
790 Duke test page 2: Midsize roadster for small roads
From the first turns of the wheel on the improbable and delectable private road of our hotel (2 km of turns on a strip of new asphalt!), The KTM 790 Duke wins the title of the most agile mid-displacement roadster! The 169 kg dry measured by the manufacturer works wonders on the roads that wind around Pico de las Nieves, the highest point of the island of Gran Canaria.
To swing the bike quickly and easily from one turn to the other, MNC would estimate its weight when full tank was less than 180 kg … In the vast category of medium-displacement, this Duke could compete in ease of handling with the MT-07 and Z650, very popular with new A2 licenses and their motorcycle schools !
The front end is handled with the tips of the gloves and the rear follows without flinching. The improvisational abilities of the Austrian are impressive … and reassuring when opening the trajectory to avoid a stone that has fallen on the road, or closing it in order to dodge the rearview mirror – or the bumper. . – a rental car lost in the middle of the road !
Very numerous on this beautiful Sunday morning (bright sun, 23 ° C according to the on-board computer!), The tourists who are rightly glued to the magnificent panorama are all obstacles to avoid and to overtake. Bikers are also out: some crawl on purpose, others put more pace … But all take great pleasure !
On the handlebars of "his" 790 Duke, Le Journal moto du Net is also having a great time! By maintaining the engine speed above 6000 rpm, the twin effectively catapults its pilot in a sporty tone: rumbling when accelerating, roaring when decelerating. "Sehr Gut!"
The site observes in passing that the test Duke equipped with the original silencer compare with the models benefiting from the Akrapovic silencer. This option does not therefore appear essential, unless you want – at all costs ?! – its carbon covers and "Akra" inscription.
Flexible, the twin accepts to start again under 2000 rpm on the first three reports, but without much conviction. Let’s face it: Site expected the engine to pull harder in the first half of the digital tachometer. In this respect and compared to the 1290 Super Duke R, the 790 Duke is really half a portion.
The accelerations and times are only truly demonstrative between 7,000 and 10,000 rpm. But the light weight of the bike makes up for it by allowing it to go into the bends. Le Journal moto du Net likes to run its water mill between 5500 and 7500 rpm … and to dive without restraint in the curves !
Neglected when concentrating on the road – especially as tortuous and crowded with cyclists or motorhomes (!) – the vibrations of the twin become more annoying when traveling on endless straight lines and on expressways.
The new Duke begins to sizzle between the legs when the engine speed reaches 5,000 rpm: in sixth gear, the speed is then around 125 km / h. So as not to be tickled on the motorway, it is better to avoid contact with the tank.
On the last report always, the LC8c does not turn right under 60 km / h. It will be necessary to go up the lines of cars taped on the circular boulevards on the fourth report, thus making a little more noise. And without warning, unfortunately !
By selecting the "Track" driving mode, the throttle response is instantaneous but never brutal. MNC reviews the other modes: the "Sport" seems barely less responsive, while the "Street" is a wiser on the first degrees of opening of the right grip. But by insisting on the towers, the twin still seems so lively and efficient.
It is logically in "Rain" mode that the electronics moderates the heat of the engine the most. The pickups are much smoother, even when wringing the handle. The revving is a little longer and the extension – a little – less angry.
Tested on perfectly dry and mostly well-paved roads, Bosch ABS also regulates more in "rain" mode: when braking on the angle, tiny tremors of the right lever betray its interventions which do not interfere with driving but could well, in the rain, avoid a carnage.
It is finally in "circuit" mode that Site performs most of its driving on the KTM: the track offers the full potential of the engine and allows incidentally to deactivate the anti-wheeling function of the traction control, to disconnect the ABS at the ” rear, or even engage the gun launch aid device (Launch Control).
MNC very much appreciated the bi-directional quickshifter fitted as standard. With it, the left lever – adjustable in spacing, like the right – is very quickly forgotten and the actions on the right handle are limited: no need to cut the throttle when upshifting, nor to give it a little kick. lowering.
In town, the system is very convincing: even low in the towers, gearshifts are pleasant and simplified. A good point which erases a bad one: the selection of the box is a little too hard. Even in his "Racing" boot, the big toe of the Journal moto du Net tires…
790 Duke: a big 390 or a small 1290 ?
The wrists and the back of the pilot are on the other hand wonderfully well preserved on the 790 Duke: the suspensions absorb all the shocks, that one circulates in agglomeration – where the speed bumps grow like mushrooms – or on road where the chickens – of the islands Canaries – make many nests !
Counterpart of this unexpected comfort – of all bikers, except owners of 390 Duke -, the "Scalpel" KTM does not cut its trajectories with as much precision as the scalpel of Doctor Mir, when it repairs the hands of the pilots of Grand Motorcycle price…
Pressurized by the 86 Nm then by the 105 hp of the engine, the shock absorber struggles to stall the rear axle, even when the asphalt is impeccable. During two short escapades on the small circuit of Maspalomas – with sea views like at Phillip Island! -, MNC notices that the stability at the exit of the curve can be improved.
On the open road, however, the rigor / comfort compromise allows a completely "respectable" pace … not to say reprehensible (!), Whatever the condition of the coating. By accepting a few small movements of the chassis, the pilot can maintain surprisingly high speeds in the winding.
Tested under ideal weather conditions, the 790 Duke has never lacked grip. The original Maxxis Sportmaxx STs have proven to be very good for cruising the back roads of southern Gran Canaria. There is hardly that on closed track, on the maximum angle, that the grip has stealthily been lacking. The performance of Taiwanese tires, however, remains to be validated in cold temperatures and in the wet..
Braking is carefully calibrated: at the front in particular, the calipers and pads do not bite the 300 mm discs excessively, so as not to upset the fork. "Ah sure, it’s not Super Duke R braking! But everything is a matter of compromise", tells us the press manager of KTM.
“Installing Brembo M50s would have made no sense. And on the other hand, we must not lose sight of the fact that our 790 Duke is not limited to the European market where bikers sometimes ride hard on beautiful roads, but is intended also to distant countries where less experienced pilots circulate on road networks far from perfect ", he points out to us..
What the Journal moto du Net remembers above all is that the majority of users – French! – will undoubtedly be satisfied by the power of the front brake. Easy to dose, it can be maintained in the entries of curves, released then taken again, without modifying too much the balance and the trajectory of the motorcycle.
At the rear, the 240mm disc pinched by the dual-piston caliper offers solid reinforcement to slow the little beast more effectively or to keep its attitude straight. Control via the pedal is total. The assurance of not locking the rear wheel too: the ABS makes sure to keep the bike in the correct axis, as does the electronically controlled engine brake.
On the track, by selecting "Track" mode and provided you have the talent – which MNC humbly admits not having – it is possible to make the rear wheel drift. But it is also possible to keep it in line by squeezing the tank between your thighs.
High, streamlined and very thin (almost too thin), the 14-liter fuel tank gives the 790 Duke an hourglass figure. The average consumption announced by the manufacturer being only 4.4 l / 100 km, the theoretical maximum autonomy thus comes close to 320 km. What troubles MNC about this is the feeling of getting on board a small engine. The "post A2 license" bikers might have preferred to have the impression of riding a bigger motorcycle. ?
Other – small – users will be delighted with the smallness of the tank and the compactness of the engine, which does not seem to have a capacity of 800 cc! Thanks to its light weight and excellent turning radius, the 790 Duke is easy to maneuver. It would even excel on stage events, as the prestigious KTM ambassador Jeremy McWilliams proves to us on a gymkhana (shaped like a "790"!).
In case of imbalance, the motorcycle is all the easier to catch up as the saddle is relatively low and thin at the front: 825 mm high, enough to allow the majority of future owners to put both feet on the ground simultaneously. . Pilots under 1.70 m can opt for the low saddle (805 mm), or even for a lowering kit.
However, the site advises all future buyers to consider purchasing a comfort saddle: the original one is wide enough at the back to put all your buttocks down, but far too flat to cover a hundred kilometers without discomfort..
Under the passenger seat – the size of which is not ridiculous, but the padding is also light – there is no free space. The tool kit itself must be neatly organized to fit in front of the battery, which is very accessible for the blow. "Schon"! By unscrewing the rider’s seat, you can access the air box and the filter.
On a daily basis, city bikers will be entirely satisfied with the visibility offered by the original mirrors, which are not those which appear most of the time on commercial brochures! KTM has an extensive "Powerparts" catalog and likes to dig into it to take beautiful pictures … !
Regarding visibility again, the dashboard is only open to criticism when the sun hits the driver’s back. In terms of reading, we can also discuss the limited use of colors: black, white and orange. It’s very "corporate", including for MNC, but it’s a bit short…
Navigating the menus is easy thanks to the four-key pad, which is simple and efficient. Changes of modes and parameters or consultation of secondary information can be carried out while driving – the speed is then displayed in large – and a simple shutdown of the throttle is worth validation.
In the end, the 790 Duke keeps most of its promises. Very light, easy to handle and fun to handle on small roads: it is indeed the most agile "midsize" roadster in the category and the best equipped in terms of electronics..
Nevertheless, some bikers excited by KTM videos may be surprised, even disappointed by the mainstream – global orientation! – non-adjustable suspensions: the Austrian "Scalpel" is not as sharp as expected, but its "Swiss Army knife" side has its good sides !
Thrill-seekers – very – strong should test this 790 Duke to get an idea. They are then free to sign the check for 9,690 euros (quickshifter included!) … Or wait for a potential R version with adjustable and more rigorous suspensions, more biting Brembo calipers and an even more punchy engine in the mid regimes ?
"KTM never rests on its laurels or on its existing range and continues to explore ever more extreme routes", assure the Austrian manufacturer … Affai "R" to follow on Site: stay connected !
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